Fuel injection method



Jam 13, 1953 M. J. BERLYN FUEL INJECTION METHOD Original Filed Aug. 7, 1948 13 Sheets-Sheet l J 5 u m a 3. I 2 7 o v U I 1 Q Q E +g g 1 l I \D 0 Q T "7 3 q 0 "J I Q m N i k 3 a T I :1: O l /2 I 3 H N Q g lllmnmll ummllll I 1| 8 o m N l I J INVENTOR. MA'ETIN J. DEELYN Jan. 13, 1953 M. J. BERLYN 2,625,141

' FUEL INJECTION METHOD Original Filed Aug. 7, 1948 13 Sheets-Sheet 2 INVENTOR.

F 19. 2. MATETiN J. ZBE'ELYN Jan. 13, 195:1 M, J. B RLYN 2,625,141

FUEL INJECTION METHOD- Original Filed Aug. 7, 1948 13 Sheets-Sheet 5 INVENTOR. MARTIN J. BEE LYN 'BY%%%TTORNEY.

Jam, 33, 1953 M. .1 BERLYN 2,625,141

FUEL INJECTION METHOD Original Filed Aug. 7, 1948 ISSheets-Sheet 4 INVENTOR. MA'ETI N J. IBEE'LYN Jan. 13, 1953 M. J. BERLYN 2,625,141

FUEL INJECTION METHOD Original Filed .Aug. 7, 1948 13 Sheets Sheet '7 MA'ETIN J. IBEIELYN Jan. 13, 1953 M. J. BERLYN 2,625,141

' FUEL INJECTION METHOD Original Filed Aug. 7, 1948 13 Sheets-Sheet 8 T 9 5 INVENTOR.

BY %%RNEY..

Jan. 13, 1953 M. J. BERLYN 2,625,141

FUEL INJECTION METHOD Original Filed Aug. 7, 1948 13 Sheets-Sheet 11 40 L3 l2 l4 v r v 36 I4 Fig-.11 P 219.15.

INVENTOR.

MA'ETHN J. BE'ELYN M. J. BERLYN 2,625,141

FUEL INJECTION METHOD Jan. 13, 1953 Original Filed Aug. 7, 1948 13 Sl'ietS-Shet l2 MAETI N J. BEE LYN as a4 l I 63 e0 //59 67 I 5,

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INVENTOR.

Jan. 13, 1953 M. J. BERLYN FUEL INJECTION METHOD l3 Sheets-Sheet 13 Original Filed Aug. '7, 1948 mm 3 T E A M ATTORN EY- Patented Jan. 13, 1953 UNITED STATES PATENT OFFICE I FUEL INJECTION METHOD Martin J. Berlyn, Suflield, Conn.

Original application August 7, 1948, Serial No. 43,145. Divided and this application November 2, 1949, Serial No. 125,076

11 Claims. 1

This invention relates to internal combustion engines, or the like, and has particular reference to new and improved fuel injection method and apparatus therefor.

This application is a division of my application, Serial Number 43,145, filed August "I, 1948.

An object of the invention is to provide a new and improved fuel injection method and apparatus for internal combustion engines, or the like, which method and apparatus are particularly adapted for use with crude fuels such as low quality liquid fuels and suspensions of finely pulverized solid fuels, such as coal, in liquid vehicles.

Another object of the invention is to provide a fuel injection method and apparatus which will achieve rapid injection and fine division of fuel particles without recourse to high pressures.

Another object of the invention is to provide a fuel injection method and apparatus with which it is possible to achieve a constant pressure com.- bustion cycle and thereby avoid the great cyline der pressures and combustion shock which create such structural and mechanical problems in conventional or contemporary high-output compression-ignition engines working on the constant-volume cycle of combustion.

Another object of the invention is to provide fuel injection apparatus which takes up less space in critical regions of the cylinder head. 7

Another object of the invention is to provide fuel injection apparatus which avoids all of the mechanical complication and numerous operators previously required with conventional constructions to actuate the fuel valves and controls of engines employing blast-injection systems.

Another object of the invention is to provide a new and improved blast type fuel injection method and apparatus.

Another object of the invention is to provide a new and improved blast type fuel injection method and apparatus and which may be operated using air or steam for the blast and which is particularly well adapted for use with steam and is not subject to trouble from condensation even whenst'arting from cold.

Another object is to provide a fuel injection system of the blast type wherein exhaust heat from the engine may be used for generating blast steam when the engine is running.

Another object is to provide a blast type fuel injection system which, when employed with steam as a blast vapor, there may be achieved the smooth combustion of the air-blast engine without the disadvantage associated with the use of an air compressor.

Another object is to provide a blast type fuel injection system wherein the amount of blast vapor per cycle is independent of engine speed, thus giving the system when applied to variable speed engines, a great advantage over previous blast injection systems.

Another object of the invention is to provide a new and improved methed of injecting solid fuel.

Another object of the invention is to provide a new and improved method of injecting solid fuel in pulverized form.

I Another object is to provide a new and improved blast injection method for solid fuel.

Another object is to provide a new and improved fuel injection method and apparatus which may be employed with both compression ignition engines and spark ignition engines with the same advantages.

Another object is to provide a new and improved blast injection method utilizing superheated steam.

Other objects and advantages of the invention will be apparent from the following description taken in connection with the accompanying drawings. Many changes may be made in the details of construction and arrangement of parts shown and described.

Referring to the drawings:

Fig. l is a fragmentary diagrammatic View of an engine embodying the invention;

Fig. 2 is a diagrammatic view showinga fuel injection system constructed according to my invention at one point in its operation;

Figs. 3 to 6 inclusive are diagrammatic views of the system shown in Fig. 1 but showing the same at various points in its operation;

Figs. 7 to 10 inclusive are diagrammatic views generally similar to Figs. 2 to 6 inclusive,but illustrating the consequences of failure of various elements of the injection system;

Fig. 11 is a top or plan view of the preferred embodiment of my invention;

Fig. 12 is a sectional view taken on line l2-l2 of Fig. 11, looking in the direction of the arrows;

Fig. 13 is a sectional view taken on line l3--l3 of Fig. 11, looking in the direction of the arrows;

Fig. 14 is a sectional view taken on line l4l4 of Fig. 11, looking in the direction of the arrows;

Fig. 15 is a sectional view taken on line l5-l5 of Fig. 11, looking in the direction of the arrows; and

Fig. 16 is a sectional view taken on line Iii-I6 of Fig. 14, looking in the direction of the arrows.

Referring more particularly to the drawings wherein similar reference characters designate corresponding parts throughout the several views, Fig. l is a diagrammatic view showing, by way of example, the application of the present invention to one cylinder of a four-stroke cycle engine. While the application shown is to but a single cylinder of a four-stroke cycle engine, the system is equally applicable to multi-cylinder engines as hereinafter set forth and is also equally applicable to two-stroke cycle engines. I In the arrangement shown in Fig. 1, l is the airintake pipe and la the air filter of a conventional four-stroke cycle compression-ignition engine 2 is the exhaust pipe; 3 is a conventional flashsteam boiler utilizing the exhaust heat from the engine through exhaust pipe 2 to generate high pressure superheated steam and deliver the same through pipes 3a and 3b to injector 14. A temperature-sensitive element 4 cooperates with the bellows or similar device 5 which actuates the control of fuel burner 6 in response to the temperature of the steam leaving flash boiler 3. A boiler feed pump I draws water from water tank 8 and pipe line 811 and delivers it under pressure through pipe line 81) to flash boiler 3. A surgedamper 5, of conventional type, is provided in the boiler feed pipe line 81).

Water pump 1 is actuated by a cam la on the engine camshaft l6 and is controlled by means of a pressure-responsive device M so that falling steam pressure causes pump 1 to deliver feedwater to dash boiler 3 at a greater rate. The pressure-responsive device I I is connected by pipe line Ha to the outlet from the flash boiler, such as pipe 3a or pipe 3b. The pressure-responsive device I l is adapted to adjust pump control rack lb to which said pressure-responsive device is connected to automatically adjust the supply of water from supply tank. 8 to flash boiler 3, at a greater rate as previously described. I

Fuel supply tank 12 is connected by pipe lines i211 and l2b to burner 6 and by said pipe line l2a to a conventional type fuel injection pump and governor ls which is adapted to deliver iuel through line l3a to injector M, the construction and operation of which is hereinafter described. Pipe Ida is a fuel return or bypass pipe as hereinafter described.

15 is a reservoir of compressed air which is connected by a pipe [5a with burner 6 and I6 is a conventional electric igniter plug that may be energized by a conventional spark coil or ignition transformer. V The engine, is provided, with the usual combustion chamber or cylinder I'I into which projects injector l land in which is mounted the piston lfl which is connected by connecting rod i6 to crankshaft 26. Inlet valve 2! and exhaust valve 22" are adapted to be actuated by rocker levers 23 and 24 respectively and which are both actuated by cams on camshaft 10.

The injector or injection system l4 and various steps in its operation are shown diagrammatically in Figs. 2 to 10 inclusive and the preferred form is shown in Figs. 11 to 16 inclusive. This injector or fuel injection system comprises four main functional units, namely, the injection valve, with which is associated the nozzle, and which is designated generally at A, a steam accumulator designated generally at B, a shuttle valve designated generally at C and aiuel accumulator designated generally at D.

The injection valve A consists of the valve hous- 25 whichc'ontains the differential valve 26 which is provided with a guide portion 21, of greater diameter than valve face extension 28,

4 and which is also provided on its opposite end with the travel limiting boss 29.

Nozzle 30 is aligned with valve housing 25 and has the seat 3! adapted to be engaged by valve face 32 of valve 26 to control flow through nozzle 30 which is also provided with internal grooves 33 to promote turbulence of flow and orifices 34 of desired number and size to direct the spray of fuel into the combustion chamber of the engine.

Steam accumulator B consists of a housing 35 and communicates with injection valve housing 25 through duct 36 and also communicates with housing 61 and shuttle valve 0 through duct 38 c o i In shuttle-valve housing 3? is positioned shuttle valve 40, which is free to move axially in said shuttle-valve housing 31. The shuttle valve 40 is provided with two cylindrical lands 4! and 42 and a mushroom-type valve head 43. The lands ll and 42 are a sliding fit in bore M of housing 31 and the valve head 43 is a sliding fit in counterbore 45 of housing 31. Counterbore 45 is of greater diameter than bore 44. The valve head 43 limits travel of the valve 40 in one direction by abutting on seat 46 at the adjacent ends of bore ii and counterbore 45. Shuttle-valve housing 31 is also provided with another counterbore 41 which is larger in diameter than counterbore 45.

Shuttle valve mushroom head 43 is provided with a boss 68 which limits travel in one direction by abutting against the closure 49 of housing 37.

Housing 31 is provided with ports 39, 56, 5|, 52, 53 and 54. Port 39 is always open and communicates by way of duct 38, with steam accumulator 35; Port 50, which may be closed by land 42 of shuttle valve 46, communicates by way of duct 55 with port 56 of injection valve housing 25. Port 51, which is always open, communicates by way of duct 57 with port 58 of injection valve housing 25. Port 52, which is alway open, communicates by way of duct l3a with a conventional diesel injection pump it of the type which allows some reversal of fuel flow through its discharge port at the end of each injection.

Port 53 is controlled by land 42 of shuttle-valve 40, and it may be opened by either edge of the land 42 or it may be closed by the land 42 and said port 53 communicates by Way of duct 59 with port 66 of the fuel accumulato housing iii which is provided with anaxially movable free piston 62 having motion-limiting bosses 63 and 64 on its opposite ends which abut against the closures 65 and 66 respectively of housing 6| at the limits of axial travel of piston 62.

Fuel accumulator housing Si is provided with ports 6%; 67, 63 and 69. Duct port 6'1, which communicates with overflow duct Ma, is normally closed by piston 62 but may be uncovered by the piston 62 when it has travelled almost to the limit of its movement in the direction limited by abutment boss 6 against closure 66 thus allowing communication of duct 59 with duct Ma. Port 68 which is always open, is in communication with a source of high-pressure steam by way of duct i6. Port 69 is normally open but may be closed by piston 62- as it travels towards the closure 6%. Ports 6'! and 69 are so located and the length of piston 62 is such that port 66 is closedbefore port 61 is opened. Port 69 communicates with port 54 of shuttle-valve housing 6'! by way of duct H. A relatively small duct 12, forming a constricted passage for steam; constantly connects ducts l0 and H at apoint in duct H between ports 66 and 54.

Referring to Figs. 2, 3, 4; 5 and 6, the construc- 5. tion and functioning or operation of the system may be'understood.

Fig. 2 shows valves 26 and 46 and piston 62 in the positions they assume at the end of an injection during regular cyclical operation on a running engine. Steam pressure from accumulator 35, by way of duct 36 and port 36a, has forced injection valve 26 to the limit of travel permitted by abutment of boss 29 against the closure or abutment of housing 25, and valveface 32 on valve extension 26 is clear of seating 3|. Steam pressure has forced mushroom head 43 of valve 46 into contact with seat 46. Steam pressure has forced piston 62 to the limit of travel permitted by abutment of boss 63 against closure 65 and fuel has been pumped by way of port 66, duct 59, bore 44, port 56, duct 55 and port 56 to nozzle 25a. Displacement of fuel by guide portion 21 of injection valve 26, also by land 42 of shuttle valve 46, has been accommodated by backfiow along duct |3a as permitted by the fuel pump at the end of its delivery phase. Fig.' 3 shows valves 26 and 46 and piston 62 in the positions they assume when the fuel pump has commenced delivery of the next charge of fuel. Injection valve 26 has been forced by fuel pressure, communicated to guide portion 21 through duct |3a, port 52, bore 44, port duct 51 and port 58, to the limit of travel resulting from abutment of valve-face 32 of valve extension 28 against seating 3|. In this position of the injection valve 26 the port 56 is closed by guideportion 21. Shuttle valve 46 is being forced by fuel pressure, communicated to land 42 through duct |3a and port 52, in the direction which unseats the mushroom head 43 from the seating 46. Fuel pressure must be greater than steam pressure since the area of the mushroom head 43 is greater than bore 44 in which land 42 is sliding. Piston 62 is still held by steam pressure in the position as in Fig. 2.

Fig. 4 shows valves 26 and 46 and piston 62 in the positions they assume later in the delivery stroke of the fuel pump. Injection valve 26 is still forced into the position shown in Fig. 3. Shuttle valve 46 has been forced to the limit of travel as permitted by abutment of boss 48 against closure 46. The mushroom head 43 is now clear of counterbore 45 and high pressure steam is admitted to steam accumulator 35 by way of duct 16, ports 68 and 69, duct 1|, port 54, counterbores 41 and 45, bore 44, port 36 and duct 38. With the shuttle valve 46 in this position, land 42' has passed port 53 and fuel has been forced into the fuel accumulator by way of duct l3a, port 52, bore 44, port 53, duct 59 and port 66. Piston 62 has been forced by fuel pressure, in excess of steam pressure, to move in the direction remote from closure 65. The distance travelled in this direction by the fuel accumulator piston 62 is determined by the volume of fuel delivered per stroke by the fuel pump. This is the situation just prior to the beginning of an injection through nozzle 25a.

Fig. 5 shows valves 26 and 46 and piston 62 in the transient positions they assume during the initial stages of an injection, the fuel pump having completed its fuel delivery phase and having unloaded the duct |3a of pressure and left the way open for a reversal of fuel flow direction through this duct. Steam pressure acting on the differential area of the valve-face end of valve 26 causes the unseating of this valve from seat 3| since opposing fuel pressure acting on the opposite end of guide-portion 21 has been removed by the duct-unloading action of; the; fuel pump. Steam begins to issue from the noz-- zle 2511. Port 56 has been uncovered but no-v fuel issues therefrom as yet because land 42 of shuttle valve 46 has not yet uncovered port 53, but valve 46 is moving rapidly in the direction towards abutment of the mushroom head on seat 46 being forced by steam pressure on the large area of the mushroom head and having little opposing fuel pressure on land 42 to resist this motion.

Fig. 6 shows valves 26 and 40 and piston 62 in the positions they assume during the mid-point of injection. Injection valve 26 has moved to the limit prescribed by abutment of boss 29 against the closure or abutment of housing 25 and port 56 is fully uncovered. Shuttle valve ,46 has moved to the limit of travel when mushroom head 43 has seated on seat 46 and in this position port 53 has been fully uncovered by land 42. Piston 62 is being forced axially by steam pressure towards the limit where boss 63 abuts closure 65 and fuel is being pumped by piston 62 through port 66, duct 59, port 53, bore 44, port 56, duct 55, port 56 past seat 3|, through nozzle 25a and out of orifices 34. At the same time steam which was accumulated in steam accumulator 35 is flowing through duct 36 and port 36a past seat 3| and mixing, under a state of high turbulence, in grooves 33, with the fuel and issues with the fuel through orifices 34. When piston 62 reaches the limit of its travel as shown in Fig. 2, injection is ended and the whole cycle repeats. All these moving parts of the injector assembly, injector valve 26, shuttle valve 46 and fuel accumulator piston 62, are normally thrust in one direction by steam pressure in excess of fuel pressure and in the other direction by fuel pressure in excess of steam pressure. Since the fuel injection pump is capable of delivering pressures greatly in excess of the maximum steam pressure, a seized element will cease movement when substantially at the limit of its travel in the direction in which it is thrust by excess of fuel pressure over steam pressure.

Fig. 7 illustrates the consequences of seizure of injector valve 26. The valve will eventually jam in the position where extension 28 is in contact, or nearly in contact, with seat 3|; port 56 will be closed off by guide portion 21 of the valve and fuel will not be able to follow its prescribed normal path along ducts 56 and 55, and fuel accumulator piston 62 will not make a fuel delivery stroke. Successive charges of fuel entering duct |3a from the fuel injection pump will move piston 62 to that end of its travel where boss 64 makes, or nearly makes, contact with closure 66; further charges of fuel entering duct |3a will be rejected by way of duct |4a without giving rise to excessive stresses in the structure of the injector itself or of the fuel injection pump. Piston 62 will reciprocate slightly in response to incoming charges of fuel but will not move, in the direction due to steam pressure thrust, appreciably past the point where overflow port 67 is closed off; furthermore, during the Whole of this restricted reciprocation of piston 62, port 66 will remain closed and steam can only reach the steam accumulator 35, and, if valve 26 is not completely seated, the nozzle 2541 by way of the constricted passage 12. Shuttle valve 46 will continue to reciprocate but fuel will only flow in one direction, towards the fuel accumulator, through port 53 and there will be no flow through ports 56 or 5|. With a seized injector valve, therefore, there will be no fuel passing through the nozzle,

and only as muchsteam will escape as can pass through restricted passage l2.

Fig. 8 illustrates the result of a seized shuttle valve- 48. which will cease movement when in a position in. which boss to is in contact, or nearly in contact, with closure 49. Port 50 will be closed off'so that no fuel can pass along duct 55 to notzle 25a. Successive charges of fuel entering duct from the nozzle 25a in each cycle, but no fuel will.

bedischargcdthrough the nozzle 25a because port 50 is closed by land 42 of shuttle valve 40. There will be slightly greater amplitude of reciprocation of pistonfiil than in the previous case owing to the active displacement of guide portion 21 of injector valve 25.

Fig. Qshows seizure of fuel accumulator piston =2 which will come to rest with boss E l touching, or nearly touching, closure 55. Port 6'. will be partially or fully open and port 59 will be closed. Shuttle valve to and injector valve 26 will reciprocate throughout their normal operating ranges of motion. Since piston 2 does not make a delivery stroke. no fuel will issue from nozzle 25a the only steam which can pass through the nozzle is that which finds its way through constricted passage 12. Charges of fuel entering duct tfia from the incl injection pump will escape by way of overflow port without giving rise to abnormal stresses in the injector structure or the fuel injection pump or its operating mechanisms.

Fig. represents the case where there. is no steam supply to an injector assembly but the engine is turning and the fuel injection pump is delivering charges of fuel in the normal manner. Such a condition might arise out of an attempt to start the engine without first providing a head of steam from the dash boiler, or the water sup ply to the boiler feed pump might fail while the engine is running; in any event it is undesirable to flood the engine cylinders withfuel which has not been injected in the form of a spray since fuel so introduced will not burn properly and may foul the engine.

When there is no steam pressure in duct ill, fuel entering duct l3a will thrust shuttle valve 40 to the limit of its travel at which boss ll abuts closure 4s and injector valve a will move to the limit of travel where it seats on seat 3i. Fuel accumulator piston 62 will move to the limit where boss 64 makes contact with closure 68 and no further movements of these three components will take place until steam pressure is established in duct lo.

All fuel entering duct lac will pass out of the injector assembly through overflow port El. Establishment of steam pressure in duct ill will give rise to steam flow through restricted duct '12 and this will cause the shuttle valve to move to the other end of its travel between delivery strokes of the fuel injection pump, when fuel pressure in duct i311 is relieved, and fuel accumulator piston 62 will be enabled to force fuel, by way of ducts 59 and 55 to nozzle 25a; port then be uncovered; port 5'? will be closed and normal functioning of the system will be reestablished.

The purpose of duct 32 is to permit this reestablishment of normal functioning if, for any cause, the moving parts of the injector assembly should come to rest in the combination of positions as shown in Fig. 10which would: happen if any engine operator shut the steam supply off before stopping the engine; it. might also, occur if the engine were left standing without operation for aperiod or" time with some residual pressure, such as gravity head, of fuel in duct l3a.

In Figs. 11 to 16. inclusive there is, shown the. preterred form of execution of the invention. which form is believed to be relatively simple and economical in construction and efiicient in operation.

In. this form of invention the parts thereof corresponding to those shown in the diagrammatic drawings have been correspondingly numbered so far as practicable for convenience in referring. tothose viewsof the drawings.

In the preferred form there is provided a ta.- pered housing 73 having an opening and adapted to be closed by the cap or cover M which is retained in position on the housing l3 by means of the screws 15 and said cap or cover 74 is adapted to be sealed by the gasket 76.

Within the housing 13 is positioned a member H which has its outer surface formed so as to correspond with the inner surface of the housing l3 and so as to closely engage the same when the member 1.! is placed within said housing.

The member H has the threaded extension 18 to which is connected the nozzle 25a adapted to receive fuel through the duct l9 and having a turbulence promoting arrangement corresponding, to

that numbered 33 in the diagrammatic draw n s and which arrangement is formed by the alternate washers which have alternating sized central apertures ill and 82 as shown.

The member 11 has a central bore beginning with the bore 19, previously described, and progressively increasing in cross section from said bore 19 to the opposite end of said member 11 which arrangement facilitates the manufacturing and assembly of the device.

In this form of the invention the ducts for fuel and steam arev preferably formed in the outer surface of the member ll as shown although they could be formed on. the inner surface of the casing 13 if desired and said ducts are provided with the necessary ports for communicating with. the central bore or aperture.

In this form of the invention the fuel accumulator valve 62 worksin the opposite direction to that shown in the diagrammatic drawings and as will be seen, the closures E5 and 66 are on the reverse sides of said accumulator piston 62 from that shown in the diagrammatic drawings such as Fig. 2.

In this form or the invention the steam accumulator 35 is positioned adjacent the upper end of the casing 13.

The closure member 65 is provided with the reduced extension 83 which fits within the opening in the member 84 and is locked in position by the socket head set screws 85 and 86 which are threaded into the opening in the member 84 and the whole assembly is retainedin operative position within the casing 13 by means of the spring ring 87 which is inserted into a slot 88 in the inner periphery of the housing 13 and engages the upper surfaces of the member 84.

In this form of the invention, as will be seen from Fig. 12, the constricted opening 72 is formed by forming the disc closure 49 with the constricted opening 12 and locking said closure 49 in 9. position'by means of the threaded closure member-66 which has a plurality of openings therein adapted to communicate with said constricted opening 12.

'The transverse slot 89 is provided in the mem ber 11 between the valve 26 and the shuttle valve 40 and in this slot is positioned the member 90 which is in the form of a narrow abutment having openings on the opposite sides thereof and which abutment serves to act as a stop for the valve 21 but allows communication with the shuttle valve 40 in the manner similar to the port 58 and duct 51 as shown in the diagrammatic views.

- It is pointed out that by employing the tapered housing 13 with the tapered insert or member 11 andalso by the use of the central bore or orifice having areas progressively increasing in size from the bore 19 to the opposite end of the member 11, that the manufacture of the members with the precision required for properly constricting the same is greatly facilitated.

In operation of the engine using this injection system, a normal governor causes fuel injection pump l3 to deliver fuel to injector I4 in accordance with the requirements of the engine and steam is supplied to the injector M by flash boiler 3'. Should the engine exhaust not provide suflicient heat to maintain the desired steam temperature, the temperature-sensitive element 4 will cause bellows 5 to move the control lever of burner 6 in a direction to feed a spray of fuel and air into the flash boiler 3 and at the same time igniter-plug IE will be energized so a to light the burner in the event that the exhaust heat in the system is insuflicient to promote ignition. Should the steam pressure fall below the prescribed minimum, the spring in pressure-responsive element l I will overcome the piston force and will cause the control rod of boiler feed pump 1 to move in a direction to increase the rate of water feed to flash boiler 3.

Burner 6 and igniter plu I6 are also used for the purpose of generating the necessary head of steam for injection when starting the engine, at which time no exhaust heat is available. When the running engine provides adequate exhaust heat for generation of steam at the required pressure and temperature, element 4 in cooperation with device 5 plug 16. a By the use of the method and apparatus of the present invention, it is possible to obtain a desired degree of dispersion and penetration of fuel particles into the combustion chamber of the engine with materially lower pressures than are necessary to secure the same result with presently employed apparatus. The pumping of liquids containing suspended solid particles has previously resulted in serious erosion of the fuel injection equipment if the pressures are high such as 5000 pounds per square inch and higher, whereas with pressures of 3000 pounds per square inch or lower the abrasive effect of the solid particles is inconsiderable. The pressures contemplated with the present invention are a maximum of l500pounds per square inch.

One typical example of pressures which may be employed are, steam pressure of 1000 pounds per square inch, fuel peak pressure approximately 1200 pounds per square inch, maximum combustion pressure in the engine approximately 800 pounds per square inch.

The method and apparatus of the present inventionmay be employed with compression igniwill shut off burner 6 and igniter tion'engines-and sparkignitlon engines with the same advantages.

superheated steam-ls employed in order that, where a liquid fuel is employed, the fuel will be evaporated by the superheated steam as it enters the combustion chamber of the engine, and where a suspension of solid fuel particles in a liquid vehicle is employed, the superheated steam will evaporate the liquid vehicle so that the solid particles of fuel may be in a dry state when introduced to the air in the engine combustion chamber. Also, the use of steam tends to reduce ignition lag.

From the foregoing it will be seen that I have provided simple, efficient and economical means for obtaining all of the objects and advantages of the invention.

I claim:

1. The method of injecting fuel by a vapor blast through a nozzle into the combustion chamber of an internal combustion engine comprising injecting said fuel in successive. charges with the injection of each fuel charge being rapid and of short duration and the successive injections .being separated from each other by time intervals of relatively long duration, metering a separate charge of blast vaporf-or each injection of fuel by filling a vapor accumulator in the time intervaled by the successive f-uel injections, retaining each blast vapor charge in the vapor accumulator until the blast vapor charge is required for the injection of a fuel charge, metering a separate charge of fuel from a pulsating means for each injection in the time interval between injections, delivering the fuel charge to a fuel accumulator, retaining each fuel charge in the fuel accumulator until the fuel charge is to be injected and employing a pressure-drop in the fuel duct between the pulsating means and the fuel accumulator to release the stored blast vapor charge from the vapor accumulator and directing it to the nozzle and releasing the stored fuel charge from the fuel accumulator and directing said fuel charge to the nozzle and permitting initial release of blast vapor ahead of the release of fuel.

2. The method of injecting fuel by a vapor blast through a nozzle into the combustion chamber of an internal combustion engine comprising injecting said fuel in successive charges with the injection of each fuel charge being rapid and of short duration and the successive injections being separated from each other by time intervals of relatively. long duration, metering a separate charge of blast vapor for each injection of fuel by filling a vapor accumulator in the time intervaled by the successive fuel injections, retaining each blast vapor charge in the vapor accumulator until the blast vapor charge is required for the injection of a fuel charge, metering a separate charge of fuel from a pulsating means for each injection in the time interval between injections, delivering the fuel charge to a fuel accumulator, retaining each fuel charge in the fuel accumulator until the fuel charge is to be injected and employing a pressure-drop in the fuel duct between the pulsating mean and the fuel accumulator to release the stored blast vapor charge from the vapor accumulator and directing it to the nozzle and releasing stored fuel charge from the fuel accumulator and directing said fuel charge to the nozzle and permitting initial release of blast vapor ahead of the release of fuel and completely expelling the fuel charge from the fuel accumulator before the blast vapor charge has been completely discharged from the vapor accumulator.

3. The method of injecting fluid fuel by vapor blastthrough anozzle into the combustion chamber of an internal combustion engine in successive, rapid injections of short duration which successive injections are separated from each other by time intervals of relatively long duration comprising metering a separate charge of blast vapor for each injection in a vapor accumulator, retaining the blast vapor charge in the vapor accumulator until said charge is required for the injection of a fuel charge, metering a separate charge of fuel from a pulsating means for each injection, delivering the fuel charge to a fuel accumulator, retaining the fuel charge in saidfuel accumulator until the fuel charge is to be injected and employing a pressure-drop in the fuel duct between the pulsating means and said fuel accumulator for releasing the stored blast vapor charge from the vapor accumulator and directing it to the nozzle and also for releasing the fuel charge from the fuel accumulator and directing said fuel charge to the nozzle.

4. The method of injecting fuel by a vapor blast through a nozzle into the combustion chamber of an internal combustion engine comprising injecting said fuel in successive charges with the injection of each fuel charge being rapid and of short duration and the successive injections being separated from each other by time intervals of relatively long duration, metering a separate charge of blast vapor for each injection of fuel by filling a fixed-volume vapor accumulator in the time intervaled by the successive fuel injections,

retaining each blast vapor charge in the vapor,

accumulator until the blast vapor charge is required for the injection of a fuel charge, metering a separate charge of fuel from a pulsating means for each injection in the time interval between injections, delivering the fuel charge to a variable-volume fuel accumulator, retaining each fuel charge in the fuel accumulator until the fuel charge is to be injected and employing a pressuredrop in the fuel duct between the pulsating means and the fuel accumulator to actuate valve means for releasing the stored blast vapor charge from the vapor accumulator and directing it to the nozzle with said valve means also releasing the fuel charge from the fuel accumulator and directing said fuel charge to the nozzle and permitting initial release of blast vapor ahead of the release of fuel.

'5. The method of injecting fuel by a vapor blast through a nozzle into the combustion chamber of an internal combustion engine comprisingv injecting said fuel in successive charges with the injection of each fuel charge being rapid and of short duration and the successive injections being separated from each other by time intervals of relatively long duration, metering a separate charge of blast vapor for each injection of fuel by filling a fixed-volume vapor accumulator in the time intervaled by the successive fuel injections, retaining each blast vapor charge in the vapor accumulator until the blast vapor charge is required for the injection of a fuel charge, metering a separate charge of fuel from a pulsating means for each injection in the time interval between injections, delivering the fuel-charge to a variable-volume fuel accumulator, retaining each fuel charge in the fuel accumulator until the fuel charge is to be injected and employing a pressure-drop in the fuel duct between the pulsating means and the fuel accumulator to actuate valve means for releasing :the stored blast vapor charge from the vapor accumulator and directing .it to the nozzle with said valve means also releasing the fuel charge from the fuel accumulator and directing said fuel charge .to the nozzle and permitting initial release of blast vapor ahead of the release of fuel and completely expelling the fuel charge from the fuel accumulator before the blast vapor charge has been completely discharged from the vapor accumulator.

6. The method of injecting fuel by vapor blast through a nozzleinto the combustion chamber'of an internal combustion engine in successive, rapid injections of short duration which successive injections are separated from each other by time intervals of relatively long duration comprising metering a separate charge of blast vapor for each injection in a fixed-volume vapor accumulator, retaining each blast vapor charge in the vapor accumulator until said charge is required for the injection of a fuel charge, metering a separate charge of fuel for each injection by means of a pulsating metering pump, delivering the fuel charge to a variable-volume fuel accumulator, retaining each fuel charge in said fuel accumulatoruntil the fuel charge is 'to be injected and employing a pressure-drop in the fuel duct between the metering pump and said fuel accumulator for releasing the stored blast vapor charge from'the vapor accumulator and directing it to the nozzle and also for releasing the fuel charge from the fuel accumulator and directing said fuel charge to the nozzle.

7. The method of injecting fuel by vapor blast through a nozzle into the combustion chamber of an internal combustion engine in successive, rapid injections of short duration which successive injections are separated from each other by time intervals of relatively long duration comprising metering a separate charge of blast vapor for each injection in a fixed-volume vapor vaccumulator, retaining each blast vapor charge in the vapor accumulator until said charge is required for the injection of a fuel charge, metering a separate charge of fuel for each injection by means :of a pulsating metering pump, delivering the fuel charge to a variable-volume fuel accumulator, retaining each fuel charge in said fuel accumulator until the fuel charge is to be .injected and employing a pressure-drop in the fuel duct between the metering pump and said fuel accumulator for releasing the stored blast vapor charge from the vapor accumulator and directing it to the nozzle and also for releasing the fuel charge from the fuel accumulator and directing said fuel charge to the nozzle and permitting initial release of blast vapor ahead of the release of said fuel charge.

8. The method of injecting fuel by vapor blast through a nozzle into the combustion chamber of an internal combustion engine in successive, rapid injections of short duration which successive injections are separated from each other by time intervals of relatively long duration com prising metering a separate charge of blast vapor for each injection in a vapor accumulator, retaining each blast vapor charge in the vapor accumulator until said charge is required for the injection of a fuel charge, metering a separate charge of fuel for each injection by means of a pulsating metering pump, delivering the fuel charge to a fuel accumulator, retaining each fuel charge in said fuel accumulator until the fuel charge is to be injected and employing a pressure-drop in the fuel duct between the metering pump and said fuel accumulator for releasing the stored blast vapor charge from the vapor accumulator and directing it to the nozzle and also for releasing the fuel charge from the fuel accumulator and directing said fuel charge to the nozzle and permitting initial release of blast vapor ahead of the release of said fuel charge.

9. The method of injecting fuel by vapor blast through a nozzle into the combustion chamber of an internal combustion engine in successive, rapid injections of short duration which successive injections are separated from each other by time intervals of relatively long duration comprising metering a separate charge of blast vapor for each injection in a vapor accumulator, retaining each blast vapor charge in the vapor accumulator until said charge is required for the injection of a fuel charge, metering a separate charge of fuel for each injection by means of a pulsating metering pump, delivering the fuel charge to a variablevolume fuel accumulator, retaining each fuel charge in said fuel accumulator until the fuel charge is to be injected and employing a pressuredrop in the fuel duct between the metering pump and said fuel accumulator for releasing the stored blast vapor charge from the vapor accumulator and directing it to the nozzle and also for releasing the fuel charge from the fuel accumulator and directing said fuel charge to the nozzle, and

completely expelling the fuel charge from the fuel accumulator before the blast vapor charge has discharged itself completely from the vapor accumulator.

10. The method of injecting fuel by vapor blast through a nozzle into the combustion cham-- ber of an internal combustion engine in successive, rapid injections of short duration which successive injections are separated from each other by time intervals of relatively long duration com.- prising metering a separate charge of blast vapor for each injection in a vapor accumulator, retaining each blast vapor charge in the vapor accumulator until said charge is required for the injection of a fuel charge, metering a separate charge of fuel for each injection by means of a pulsating metering pump, delivering the fuel charge to a variable-volume fuel accumulator, retaining each fuel charge in said fuel accumulator until the fuel charge is to be injected and employing a pressure-drop in the fuel duct between the metering pump and said fuel accumulator for releasing the stored blast vapor charge from the vapor accumulator and directing it to the nozzle and also for releasing the fuel charge from the fuel accumulator and directing said fuel charge to the nozzle and permitting initial release of blast vapor ahead of the release of said fuel charge and completely expelling the fuel charge from the fuel accumulator before the blast vapor charge has discharged itself completely from the vapor accumulator.

11. The method of injecting fuel by a vapor blast through a nozzle into the combustion chamber of an internal combustion engine comprising injecting said fuel in successive charges with the injection of each fuel charge being rapid and of short duration and the successive injections being separated from each other by time intervals of relatively long duration, metering a separate charge of blast vapor for each injection of fuel by filling a vapor accumulator in the time intervaled by the successive fuel injections, retaining each blast vapor charge in the vapor accumulator until the blast vapor charge is required for the injection of a fuel charge, metering a separate charge of fuel from a pulsating means for each injection in the time interval between injections, delivering the fuel charge to a fuel accumulator, retaining each fuel charge in the fuel accumulator until the fuel charge is to be injected and employing a pressure-drop in the fuel duct between the pulsating means and the fuel accumulator to release the stored blast vapor charge from the vapor accumulator and directing it to the nozzle and releasing the stored fuel charge from the fuel accumulator and directing said fuel charge to the nozzle.

MARTIN J. BER/LYN.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 510,673 Bryce Dec. 12, 1893 816,314 Griifen Mar. 27, 1906 1,329,967 Greenstreet Feb. 3, 1920 1,432,071 Lockett Oct. 17, 1922 1,509,880 Morgan July 8, 1924 1,810,768 Holzwarth June 16, 1931 1,976,528 Vandeveer Oct. 9, 1934 2,312,055 Smith Feb. 23, 1943 2,319,591 Ferguson May 18, 1943 2,336,538 Geisel Dec. 14, 1943 2,555,082 Goddard May 29, 1951 

